johnson



(No Model.)

3 Sheets-Sheet 1. J. B. & O. B; JOHNSON.

MAGNETO ELEGTRIO RAILWAY SIGNAL.

Patented Jun13, 1882.

. flflW/AW." 4 Witnesses: Q3 Invent N. PETERS. PMIu-Lithugnpher. wz-hingum D.C.

(No Model.) 3 Sheets-Sheet 2 J. B. & -0. B. JOHNSON.

MAGNBTO ELECTRIC RAILWAY SIGNAL. No. 259,547. Patented June 13 Fig. 5.

Inventor:

mtnesses N. PETERS. PhoibLilhogrzpher, Washington, D. C.

(No Model.) 3 Sheets-Sheet a.

J. B. & O. B. JOHNSON. 1

MAGNETO ELECTRIC RAILWAY SIGNAL. No. 259,547. Patented June 13, 1882.

TATES ArnNr rrica,

JOHN B. JOHNSON AND ORVILLE B. JOHNSON, OF BOSTON, MASS.

MAGNETO-ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent INC. 259,547, dated June 13, 1882. Application filed January 21, 1882. (No modehl To all whom it may concern:

Be it known that we, JOHN B. J OHNsoN and ORVILLE B. JOHNSON, both of Boston, in the county of Suffolk and State of Massachusetts, have invented certainnew and useful Improvem ents in Magneto'Electric Railway-Signals, of which the following is a specification.

This invention relates to that class of railway-signals in which a target or other visible signal is mechanically set or caused to be displayed by the wheels of a train passing the signal, and concealed when the train in its departure has reached a point ata given distance from the signal, the wheels of the train at the distant point acting to generate an electric current by operating a magneto-machine, which current is transmitted back to the point Where the signal is located, and where suitable mechanism is operated to conceal the target.

The invention has for its object, first, to provide improved means for generating the current to be transmitted back to the signal; and, second, to combine with such generator an improved signal, operated and constructed in such way that its efficiency and certainty of operation by said generator aresecured;

To these ends our invention consists, first, in providing a rotary generator and appliances for rotating it, so constructed and arranged that a strong instantaneous current of one polarity is generated by means of great rapidity of rotation and, second, in combining with such generator a signal constructed to receive and utilize to the best advantage the current produced by said generator.

The signal consists of machinery for rotatin g a disk or semaphore, and is made of sufficient weight and strength to stand the shock of being set to danger mechanically by the wheels of a passing train,but kept when in the danger position under the control of a small and comparatively light armature-lever, the displacement of which allows the signal to return to its normal or safety position. This displacement is effected by the electric current generated at the distant point, as before mentioned. This signalingmeehanism has been patented to us by Letters Patent of the United States dated January 4, 1881, and numbered 236,336, and therefore further description of it seems unnecessary.

The magneto-machine and its use with said scribed and included in an application filed'by us November 24, 1880, as a division of the application filed August 7, 1880, and upon which said Patent No. 236,336 was issued. Said ap- I plication of November 24, 1880, is now pending in interference upon other inventions described therein.

The invention for which we now solicit Letsignal were described and intended to be deters Patent was, through misunderstanding mechanical forces, it has been the double aim of inventors of electrical railway-signals to find the point to which the substantial and solid character of the signal mechanism could be increased without demanding more electrical power than could be supplied with absolute certainty, and to increase the power of the current to supply that demand without rendering it liable to fail to operate. Both battery and magneto currents have been employed for this purpose, and both rotary and vibratory armatures have been used to generate these currents in the magneto-machines. When a battery-current is employed it is usual for the passing train to open or close a circuit, and thereby cause the signal to operate. When a magneto-machine is used it has been usual to have this machine connected by suitable mechanism with the track, so that the force derived from the passing train is utilized, either directly or indirectly, to move the armature and generate the current which operates the signal. When a battery is in working order and the line in good condition the current or impulse produced by closing the circuit has been found to be much stronger and better than that produced from a magneto-machine; but it has been found impossible to prevent the battery running down and becoming unreliable, and consequently battery-signals are not considered of much practical utility. On the other hand, owing to the weakness of the currents produced by magneto -1nachines heretofore used and operated by trains of cars, the signal mechanism has been made so light and unsubstantial that the danger of its being displayed and operated accidentally has been largely increased, which seriously affects their usefulness. i

The object of our invention is to operate a rotary magneto-machine by means ofthe trains of cars in such a manner that the current produced is sufficiently near the battery-current in strength and character that signal mechanism of a strong substantial kind can readily be operated by it. This we accomplish by introducing what. is known as multiplyinggear, so that great rapidity of revolution is imparted to the armature, and by an improved arrangement and adjustment of the parts, as hereinafter specified and explained. The means by which we accomplish this result is shown in the accompanying drawings, in which- Figure 1 represents a magneto-machine and a signal arranged at a distance from each other by the side of the track, and connected by wires. Fig. 2 represents a 'top view of the magnetoelectric machine. Fig. 3 represents a section on line wwof Fig. 2. Fig. 4 represents a side view of the mechanism used to rotate the armature by indirect action instead of positively, as in Fig. 3. Fig. 5 shows a perspective view of a modification of the mechanism shown in Fig. 4. Fig. 6 represents a signal device capable of being set for operation by a passing train, and unset or displayed by our magneto-electric apparatus. 4

The same letters refer to similar parts in all the figures.

A represents a magneto-electric machine composed of a permanent magnet or magnets, S, and a rotating armature, M M, consisting of a pair of coils on a journaled shaft, and arranged to rotate in the field of the magnets, and thus generate a prolonged rapid succession of electrical impulses, as usual in generators of this class. This generator is located at any desired distan ce-say a mile-from the signal, and at the side of the track, and its rotating armature is electrically connected with the operating-magnet of said signal,the generator being provided with a suitable commutator, (J, and contact-springss s ,through which the coils of the armature M are connected to ground and line, the latter extending from the commutator to the signal. Thus the impulses of one polarity being carried to ground, those of the other polarity are carried by the line-wire to the signal and there grounded or two linewires may be employed without grounding, the negative impulses neutralizing the positive at the signal after the work of attracting the armature-lever is accomplished.

The armature M M is rotated by mechanism arranged to be operated by the wheels of the train of cars. Said mechanism consists (in the arrangement shown in the drawings) of a ratohet-wheel,R,located on an arbor journaled in the frame of the generator, a lever, L, hung on the same shaft, and carrying a pawl, 19, which engages with the teeth of the ratchetwheel B, a cog-wheel, Gr, rigidly attached to the ratchet-wheel R, and meshing with the pinion P on the shaft of the armature M, and a lever, T, pivoted at T, and arranged to be depressed at its outer end by the wheels of the train, and connected by a rod, Z with the lever L. The outer end of the lever T is supported byaspring. Asbeforesuggested,thislevermay be connected with the lever L directly, so that the force of the blow received byT is communicated positively to the mechanism, as shown in Fig.3; or the lever T may be so arranged that the direct blow of the train is employed only to pull the pawl 19 back over the teeth and extend a spring, which, by its retractile force when released, will operate the generator mechanism, as shown in Fig. 4. The lever T may be either a simple lever or a rock-shaft, as may be desired. We use the arrangement for extending a spring when itis desirable to guard the mechanism from the sudden blow imparted by the train; but we have found our rotary generators, when driven by the positive action of Fig. 3, do excellent work.

Instead of the wheel G and pinion 1?, any other system of multiplying-gear may be used, the object being to multiply and enlarge the slight displacement of the lever T, caused by the car-wheels, and thus cause the armature to make a great number of revolutions'in the short space of time occupied by the lever T in its displacement.

We have found that when the speed of a succession of impulses is thus increased the strength of the impulses increases, and it they are made to follow each other before the armature has time to demagnetize itself a practically prolonged or continuous current of merged impulses of considerable strength is produced. The strength of this merged or continuous current also depends largelyupon the prevention of the demagnetization of the armature during the necessary interval, which ocours in all magneto-machines, between the armatures, leaving the magnetic field and enterin g it again. To avoid this as much as possible we use two coils of wire turning around a shaft and placed at the side of the permanent magnets, as near the end as possible, where the magnetism is strongest, and as close to the magnets as possible without touching them, and in such manner that the path of the armature will extend as little as possible outside of the magnetic field. We also make our armature-shaft small and light, and with as little frictioninturningasisconsistentwith strength,

thus causing the coils to turn through the interval, where there is less magnetic influence,

as rapidly as possible, and cause the second coil to enter the magnetic field as soon as possible after the first has left it, and before the armature has lost its magnetism.

5 We are aware that magneto-machines of various kinds have been heretofore used in connection with railway-signals, but never, we believe, Where the magneto-machine was adapted and arranged to generate a prolonged or merged IO current or impulse of one polarity, and where the operation of the signal depended upon the production of such merged current or impulse.

We claim- A rotary magneto-machine consisting of a 1 5 revolving armature, with two induction-coils driven rapidly within the field of a set of permanent magnets by means of multiplying-gear, and devices connecting said gear with a railroad-track, and operated by passing trains of cars, in combination with a signaling mechan- 2o ism set mechanically by the train, and adapted to be unset by means of a merged or continuous current of electricity generated by said magneto-machine, as hereinbefore described and shown.

J. B. JOHNSON. ORVILLE B. JOHNSON. Witnesses:

A. L. JOHNSON, W. P. PREBLE, Jr. 

